Governor-controlled igniter.



J. FLEISGHMANN & P. WOLF GOVERNOR CONTROLLED IGNITEBH APPLICATION FILEDAPRJZB, 1911,

1,037,462, PatentedSept. 3, 1912.

2 SHEETSSHEET' '1.

Inventors Atto rneys Witnesses J. FLEISGHMANN & P. WOLF.

GOVERNOR CONTROLLED IGNITER. I

A'PPLIGATION FILED APR. 28, 1911.

1,037,462, Patented Sept. 3, 1912.

t i m N 5; \1\\ N E L! UNITED STATES PATENT OFFICE.

JOSEPH FLEISCHMANN AND PHILIP WOLF, 0F MARSHFIELD, WISCONSIN.

eovEnNoR-coN'rnoLLnn remains.

Specification of Letters Patent.

Patented Sept. 3, 1912.

Application filed April 28, 1911. Serial No. 623,818.

To all'whom it may concern: a

Be it known that we, Josnrn FLmsoH- MANN and Pnimr Wom, citizens of theUnited States, residing at Marshticld, in the county of Wood, State of\Visconsin, have invented a new and useful Governor- Controlledlg'niter, of which the following is a specification.

This invention has relation to governor The means for controlling theoperation of.

the igniter from the governor is of such character that the operation ofthe lgniter is automatically timed with relation to the movement of thepiston while the engine is working. Also this means is susceptible ofmanipulation while the engine is working so that the operation of theigniter may be manually timed.

In the accompanying drawings :-Figure 1 is a fragmental side elevationof an engine equipped with the governor controlled igniter. Fig. 2 is atop plan vi'ewfof the same. Fig. 3 is a horizontal sectional view of theigniter. Fig. 1 is a horizontal sectional view of the governormechanism. Fig. 5 is a perspective of the bar whereby the movableelectrode is actuated. Fig. 6 is'a perspective of one of the electrodenuts.

The igniter consists of a plate 1 which is applied to an engine cylinder2 in the usual manner and which is provided with bores which receiveelectrodes 3 and 4. The electrode 3 is held in position in the plate 1and is surrounded by a sleeve of insulation 5. A nut 6 is screwthreadedupon the outer end portion of the electrode 3 and tothe said nut one ofthe terminals of a source of electric current may be connected while theother terminal of the said source may be connected with the frame of theengine in The electrode 1 is jour-p the usual manner. naled in itsreceiving bore provided in the plate 1 and upon its inner end isprovided with an arm 7 in the path of movement of which is located theprojecting inner end of the electrode 3. The outer end portion of theelectrode 4 is longitudinally slitted as at 8 and a binding nut 9 isscrewthreaded upon the outer portion of the said electrode 4 and is alsoslitted as at 10 the slit in the said nut being adapted to register withthe slit 8 in the said electrode. A spring bar 11 is inserted at itsintermediate portion in the slits S and 10 when the same are inregister. A clamping nut 12 1S screwthreaded upon the outer end portionof the electrode 4; and is adapted to bear against the opposite sideportions of the outer end of the said electrode 4. together and pinchthe spring barll between them. The said spring bar 11 graduallyincreases in thickness from its upper toward its lowerjend and pins 13and 14 are mounted upon'the outer face of plate 1 and the thinner orupper portion of the bar 11 normally rests against the pin 13 while thethicker or lower portion of the said bar 11 normally rests against thepin 14:. The pins 13 and 14 therefore are located at approximatelydiametrically opposite sides of the electrode 4.

A valve operating rod 15 is slidably mounted upon the engine frame 16 ina usual manner and a wheel 17 is journaled in one end of the said rod'15. A stub shaft 18 is journaled upon the engine frame 16 and isprovided with a gear wheel 19 which meshes with a gear wheelQO mountedupon the engine crank shaft 21. A cam 22 is fixed to the shaft 18 andthe wheel 19 is adapted to travel along the periphery of the said cam.The cam 22 is so shaped that the valve rod 15 is caused to reciprocatein a predetermined relation withrespect to the frame of bar 11 lies inthe path of movement of the upwardly disposed extremity 26 of the saidarm 23. A rocker arm 27 is pivoted to the side of the engine and isprovided with a roller 28 which lies above and upon the front portion24, of the arm 23. A lever 29 is fulcrumed at the side of the engine andis provided with an upper handle portion 30. A rod 31 is pivotallyconnected at oneend with the lever 29 and is pivotally connected at itsother end with the upper end portion of the rocker 27.

' A ring 32 is slidahly mounted upon the outer end portion of the stubshaft 18 and a spring supported arm 33 isomounted upon the side of theengine and bears against the inner face of the said ring 33 and tends tohold the same away from the frame of the engine. There is a shoulder 100upon one side of the rod 15 adapted under circumstances to be describedhereinafter, to be engaged by'the free end of the arm vA bracket 34 ismounted beside the engine frame 16 and the shaft of an arm 35 isjournaledin the said bracket.- The outer end of the arm 35 is forked asat 36 and the branches of the said fork are pivotally connected to theopposite sides of the ring 32. An arm 37 is fixed to the end portion ofthe shaft of the arm 35 and the said arms 35 and 37 are approximately atright angles to each other.

A rod 38 is pivotally connected with the lever 29 at the opposite sideof the fulcrum point of the said lever from the point of connection ofthe rod 31 therewith and an abutment 39 is mounted upon'the said rod 38.The outer portion of the rod 38 passes through an opening provided inthe arm 37 and acoil spring 40 surrounds the rod38 and is interposedbetween the arm 35 and the abutment 39. A nut 451 is screw-thread edupon that end portion of the rod 38' which projects beyond the arm 37and by adjusting the said not 4l'the tension of the spring 40 may beincreased or diminished and at the same time the rod 38 is movedlongitudinally so that the distance between the arm 37 and the lower endof the lever 29 may be. increased or diminished.

A collar 42 is splined upon the outer portion of the stub shaft 18 andis provided upon its outer face with parallel pins 43 which are slidablyreceived in apertures provided in the governor head 44. The saidgovernor head is fixedto the outer end of the stub shaft 18 and isprovided with usual arms 45 to which are attached the shanks of weights46. Coil springs 47 connect the weights 46 at the opposite sidesof theshaft 18 together andthe angularly disposed ex tremities 48 of theshanks of the said weights bear against the outer ends of the pins 43carried by the collar 42.

Tn operation, rotary movement is transmitted from the crank shaft 21,through the intermeshinig pinions 20 and 19 to theshaft 18. WVheirtheshaft 18 is thus rotated, the cam 22 upo n the shaft 18, engaging thewheel 19, will impart reciprocating movement to the valveoporating rod.15. As the rod 15 thus 'reciprocates, the extremity 26 of the arm 23will engagewith the lower'en l of the spring bar 11, tilting the movableelectrode 4, and causing the member 7 to make and break with the innerend of the electrode 3. Should the engine begin to race, the weights 46will separate, forcing the pins 43 inwardly, the pins 43 sliding theintermediate ring 42, and consequently the ring 32, and tilting thespring arm 33, until its free end engages the shoulder 100 of thevalve-operating rod 15. Under such circumstances, the valve-operatingrod 15 will be held beyond the control of the cam 22, thevalve-operating rod 15 being thus held in such a position that it willmaintain the exhaust valve open, and close the inlet valve, until thespeed of the engine decreases, whereupon, the free end of the arm 33will let go of the shoulder 100 upon the valve rod 15, and the valve rodwill then move forward, under the actuation of a the valve springs, andclose the exhaust valve and open the inlet valve, so that the engine cantake in a charge for another explosion.

When the engine is running, the lever 30 remains stationary, owing tothe presence of the spring 40. The lever 30 constitutes a means wherebythe speed of the engine maybe changed manually. When the free end of thelever 30 is moved toward the igniter, the rod 38 will increase thetension of the spring 40, and an increased strain will thus be thrownupon the weights 46, and the engine, undersuch circumstances, will runfaster, in order to make the weights operate the pins 43, and effect athrottling of the engine, in the manner hereinbefore described,

'in connection with the cooperation of the arts 33 and 100. If the freeend of the ever 30, is swung in the manner hereinbefore described,not'only will an increased tension, due to the spring 40, be put uponthe weights 46, but at the same time, the

member 31 will be operated, causing a tilting of the crank arm 27, and.depressing the roller 28 against the arched portion of the springsupported element 23, thus advancing the spark, so as to get the fullpower of the engine.

The foregoing arrangementds of great importance to a person who is notentirely conversant with gas engine practice, since it enables him toadvance the spark according to the speed at which theengine is running,so as to obtain the full power of the engine.

This operation is obtained automatically, by simply shifting theposition of the lever 30,

in the manner-hereinbefo're described. If the upper end of'the lever30=be swung toward the shaft 21, the rod 38, through the instrumentalityof the arm 37 and the rod 35, will effect asliding movement of the ring32, advancing the free end of the spring arm 34,'into engagement withthe shoulder 100 of the valve-operating rod 15. The exhaust valve willthus be held open, so that there will be no compression in the cylinder,whereupon the fly wheel may be thrown over easily.

Having thus described the invention, what is claimed is 1. Incombination with an internal combustion engine, an igniter; areciprocating, valve-operating member; means for operating said memberfrom theengine shaft; a yieldably supported arm upon said member andadapted to operate the igniter; a pair of engine-supported levers, oneof which is adapted to bear upon the arm, the other of which is manuallyoperable; a. connection between the levers; an element slidable upon theengine shaft; means operable by said element to engage thevalve-operating member and to hold the same out of operative relationwith respect to the igniter; a governor adapted to operate said elementto i cause the same to actuate said means; and a,

spring structure connecting said element with the manually operablelever,

2. In combination with an internal com-t bustion engine, an igniter; areciprocating, valve-operating member; means for operating said memberfrom the engine shaft; a yieldably supported .arm upon said member andadapted to operate the igniter; a pair of engine-supported levers, oneof which is adapted to bear upon the arm, the other of which levers ismanually operable; a rod connected with the manually operable lever; atiltable, engine-supported structure comprising angularly disposed arms,in one of which arms the rod is slidable; spring means adapted to engagethe ring; and means engage-able by the ring to hold the valveoperatingmember out of operative relation with respect to the igniter.

3. In an internal combustion engine, a slidably mounted value-operatingmember; an igniter; an arched spring secured adjacent one end to thelive-operating member, and at the other end slidable upon thevalve-operating member, the last named end of the spring being providedwith an element adapted to operate the igniter; and movable meansengaging the spring to fiatten the same, and to cause the last named endof the spring to more upon-the valveoperating member, thereby to changethe position of the said element with respect to the igniter.

In testimony that we claim the foregoing as our own, We have heretoallixed our signatures in the presence of two witnesses.

JOSEPH FLEISCJ IMAN N.

PHILIP WOLF. Witnesses:

Wrsmn' Anus'rnono, JACOB Wear.

